Thesis (Ph. D.)--University of Washington, 2003. / Vita. Includes bibliographical references (leaves 245-256).

The purpose of this thesis is twofold: first, to review the literature on economic impact analysis in general, and port-economic impact literature in particular; and second, to use this background to undertake an economic impact assessment. The case study for this thesis is Fraser Port, which is located along the lower reaches of the Fraser River in British Columbia's Lower Mainland metropolitan region. The port is administered by the Fraser River Harbour Commission. This thesis is about production, people, and the economic significance of Fraser Port. This thesis is not an analysis of economic impact theory, but a review and application of port impact identification techniques. All data and impacts presented relate to 1992. Ports perform a necessary function in a nation's trading system by providing a transshipment connection between land and water modes of transport. As such, the port is strategically connected to the production of the many goods passing through its facilities. For this thesis, the impact of the various commodities passing through the port is termed port-associated. The port also manifests its presence through its daily operations and generates numerous employment opportunities both within and beyond the confines of the waterfront. The economic impact driven by this activity is termed port-industry and most closely reflects the impact of the working waterfront. To complete the impact assessment of the port-industry category, a survey was undertaken to collect sales revenue and employment information. This data was then aggregated into specific industry sectors and a total economic impact was estimated using appropriate economic multipliers. The result was a picture of direct, indirect, and induced activity resulting from the daily operations of the port. The port-associated category was assessed in a slightly different manner. The value of each cargo was determined and, where appropriate, was assessed for the economic activity related to its production. This activity is not generated by the port, but is associated with Fraser Port through the use of its transshipment services. The results of the assessment reveal that the port-industry category generates approximately one quarter of a billion dollars of provincial gross domestic product (GDP). This led to a total GDP impact across Canada of close to $275 million. Employment amounted to about 2,113 full-time equivalent positions in B.C. and nearly 3,400 across Canada. In 1992, the total value of import and export cargo passing through Fraser Port was approximately $6.1 billion, $3.8 billion of which was international imports. The remainder, $2.3 billion, was made up of domestic outbound and inbound cargoes, and international exports. It is important to recognize that these two categories of port activity are measures of different effects. The results of the port-industry and port-associated categories should not be added to produce a total Fraser Port impact. Adhering to this recommendation will ensure that the figures, and thus Fraser Port, will not be misrepresented to the public.

Transport of oil or other hazardous substances by sea constitutes the backbone of the world economy. The fiscal benefits and dependence on the transport of oil and other substances by sea outweigh the dangers associated with the carriage of such substances by sea, especially the pollution of the marine environment. Although the absolute answer for the protection of the marine environment may be to prohibit the harm-producing activities altogether, and to turn to alternative energy-resources, it seems very unlikely that this will be the case in the near future. / The feasible solution for the protection and preservation of the marine environment and safe marine transport calls for a liberal approach that redistributes these responsibilities amongst all the related interests. In this respect, this thesis examines the issue of places of refuge, as a measure to protect and preserve the marine environment, and the position in international law on the obligation to grant refuge to ships in distress. It is argued that the obligation to grant refuge, founded in early customary international law and denounced in current international documents, can be reformulated in an environmental context.

Global economic development has significantly increased the demand for container liner shipping which has led to its global restructuring. Under such a situation, hub-and-spoke liner shipping systems have become increasingly popular which cause more intense competition between major ports and thus transhipment traffic is perceived to play a more important role in deciding the competitive positions of ports. Although there was no shortage of studies investigating port competitiveness in the past decades, most of them had overlooked the necessity of theorising port competition while ignoring the importance of including less-readily quantifiable factors in the port competitiveness assessment process. Thus, a research gap clearly exists and through investigating the competitiveness of Antwerp, Bremerhaven, Felixstowe, Hamburg, Le Havre and Rotterdam acting as container transhipment hubs in North Europe, this thesis attempts to theorise port competition. Apart from providing a theoretical framework, Port Competitiveness Model, to future port research, this thesis also aims to identify the major factors affecting port attractiveness, to assess port choice behaviour, to investigate the current port competitiveness and to forecast their future prospects in the market. Research methodology involves various quantitative modelling techniques including generalized cost calculations (to assess port attractiveness), Multinomial Logit Model (to assess port choice behaviours of liners and the current competitive positions of ports) and Logistic Regression (to predict port competitiveness in the future), while data collection includes a questionnaire survey of major liners and various in-depth interviews with port and shipping experts in Europe. Findings indicate that money and time are not sufficient to explain the choices of liners and other less-quantifiable factors like geography, quality of services, values and perceptions, inertia, limitations of liners are also significant. Rotterdam is currently the overall market leader in the North European transhipment market but may be fragile in resisting challenges from competitors while Hamburg is a regional leader in the Scandinavia-Baltic market. On the other hand, Bremerhaven is currently an underachiever but possesses potential if it changes its current competitive strategies while Antwerp also possesses potential but faces different problems in its developments. For poor performing ports like Felixstowe and Le Havre, they need to improve significantly before they can really compete. Also, results suggest that ports should not only focus on expensive physical improvements (like infrastructure) but should also pay attention to software aspects in port operations e.g. management, marketing, etc. The key to achieve port competitiveness does not depend on port's administrative system but on how it executes the system and makes things work. In the foreseeable future, the author firmly believes that this thesis will become one of the theoretical 'pillars' in the theory of port competition.

Thesis (B.S.)--Massachusetts Institute of Technology. / Bibliography: p. 26-27.

Thesis (M.A. in National Security Affairs)--Naval Postgraduate School, June 2005. / Thesis Advisor(s): Peter R. Lavoy. Includes bibliographical references (p. 67-74). Also available online.

Thesis (M.A. in National Security Affairs)--Naval Postgraduate School, June 2005. / Thesis Advisor(s): Peter R. Lavoy. Includes bibliographical references (p. 67-74). Also available online.

Thesis (M. Arch.)--University of Hong Kong, 2004. / Includes special report study entitled: Decoding the city : through memory to identity of our urban cityscapes. Also available in print.

M.B.A. / Competitiveness is defamed as ensuring that the port and transportation system can meet the requirements of its users. For the port to compete successfully for business in both domestic and international markets, it must have the ability to move people and cargo efficiently, reliably, and at a reasonable cost, without infrastructure impediments or congestion delays. Competitiveness is the key aspect that influences the meaningful participation and survival of the South African port system within the global environment. For exporters and importers, competitiveness translate into a demand for intermodal services that provide speedy and efficient movement of cargo through ports and terminal transfer facilities to land side transportation. It also translates into a demand for ready access to the transportation information that is needed by all players within the maritime environment. There is a strong belief and a sense of urgency among some port stakeholders in South Africa, who maintain that there is not enough spending on construction, operations and maintenance for ports. The following capacity issues will influence the future competitiveness of the port system and infrastructure: • Technological advancements in terms of processes and systems; • Hinterland connections; • Infrastructure usage in and around the ports; • Increasing dredging requirements. Thus, there is a need to improve the productivity, throughput capacity and accessibility to meet the expected growth in international trade. The port authority's tariffs in future should be based on the principles of user pays, cost-based tariffs and adequate return on capital employed. The South African port system should remain financially autonomous and not require subsidization from the State.

The purpose of this thesis is twofold: first, to review the literature on economic impact analysis in general, and port-economic impact literature in particular; and second, to use this background to undertake an economic impact assessment. The case study for this thesis is Fraser Port, which is located along the lower reaches of the Fraser River in British Columbia's Lower Mainland metropolitan region. The port is administered by the Fraser River Harbour Commission. This thesis is about production, people, and the economic significance of Fraser Port. This thesis is not an analysis of economic impact theory, but a review and application of port impact identification techniques. All data and impacts presented relate to 1992. Ports perform a necessary function in a nation's trading system by providing a transshipment connection between land and water modes of transport. As such, the port is strategically connected to the production of the many goods passing through its facilities. For this thesis, the impact of the various commodities passing through the port is termed port-associated. The port also manifests its presence through its daily operations and generates numerous employment opportunities both within and beyond the confines of the waterfront. The economic impact driven by this activity is termed port-industry and most closely reflects the impact of the working waterfront. To complete the impact assessment of the port-industry category, a survey was undertaken to collect sales revenue and employment information. This data was then aggregated into specific industry sectors and a total economic impact was estimated using appropriate economic multipliers. The result was a picture of direct, indirect, and induced activity resulting from the daily operations of the port. The port-associated category was assessed in a slightly different manner. The value of each cargo was determined and, where appropriate, was assessed for the economic activity related to its production. This activity is not generated by the port, but is associated with Fraser Port through the use of its transshipment services. The results of the assessment reveal that the port-industry category generates approximately one quarter of a billion dollars of provincial gross domestic product (GDP). This led to a total GDP impact across Canada of close to $275 million. Employment amounted to about 2,113 full-time equivalent positions in B.C. and nearly 3,400 across Canada. In 1992, the total value of import and export cargo passing through Fraser Port was approximately $6.1 billion, $3.8 billion of which was international imports. The remainder, $2.3 billion, was made up of domestic outbound and inbound cargoes, and international exports. It is important to recognize that these two categories of port activity are measures of different effects. The results of the port-industry and port-associated categories should not be added to produce a total Fraser Port impact. Adhering to this recommendation will ensure that the figures, and thus Fraser Port, will not be misrepresented to the public. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate